Electronic, high-efficiency vehicular transmission, overrunning, non-friction coupling and control assembly and switchable linear actuator device for use therein

ABSTRACT

An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. application Ser. No. 14/487,322filed Sep. 16, 2014 which claims the benefit of U.S. provisional patentapplication Ser. No. 61/882,694 filed Sep. 26, 2013 and is acontinuation-in-part of U.S. application Ser. No. 14/487,234 filed Sep.16, 2014 which also claims the benefit of that provisional patentapplication. This application is also a continuation-in-part of U.S.patent application Ser. No. 13/370,507 filed Feb. 10, 2012. Thatapplication is a continuation-in-part of U.S. patent application Ser.No. 13/218,817 filed Aug. 26, 2011 which, in turn, is acontinuation-in-part of U.S. national phase PCT Application No.PCT/US11/36636 filed May 16, 2011 which claims the benefit of U.S.provisional patent application No. 61/421,868 filed Dec. 10, 2010.

TECHNICAL FIELD

This invention relates to:

1) switchable linear actuator devices to control the operating mode ofone or more non-friction coupling assemblies;

2) overrunning, non-friction coupling and control assemblies;

3) reciprocating electromechanical apparatus for controlling theoperating modes of parts of non-friction coupling assemblies; and

4) electronic, high-efficiency vehicular transmissions.

Overview

A dual-clutch transmission, (DCT) (sometimes referred to as atwin-clutch gearbox or double-clutch transmission), is a type ofsemi-automatic or automated manual automotive transmission. Referring toFIG. 1, dual clutch arrangements for dual clutch transmissions arecommonly known. In a dual clutch transmission the gears are dividedbetween two parallel gear trains, in such a way that the odd gears (andreverse) are assigned to one gear train and the even gears to the othergear train. A separate friction clutch is furthermore assigned to theinput side of each gear train. The two friction clutches form a dualclutch arrangement, which is arranged between an engine (usually aninternal combustion engine) and the dual clutch transmission.

When a gear is engaged in one gear train and the associated frictionclutch is closed, an adjacent gear may already be engaged in the othergear train. On disengagement and opening of the friction clutch for theoriginal gear, the friction clutch for the target gear is closed with adegree of overlap, so that a gear change can take place with nointerruption in tractive force as shown in FIG. 2.

A typical multi-speed, dual clutch transmission uses a combination oftwo friction clutches and several dog clutch synchronizers as shown inFIG. 1 to achieve “continuous torque” or dynamic shifts by alternatingbetween one friction clutch and the other, with the synchronizers being“pre-selected” for the oncoming ratio prior to actually making thedynamic shift. “Continuous torque” shifting means that torque flow fromthe engine need not be interrupted prior to making the shift. Thisconcept typically uses countershaft gears with a different, dedicatedgear pair or set to achieve each forward speed ratio. Typically anelectronically controlled hydraulic control circuit or system isemployed to control solenoids and valve assemblies. The solenoid andvalve assemblies actuate clutches and synchronizers to achieve theforward and reverse gear ratios.

DCT's offer substantial efficiencies by eliminating the hydraulics in atransmission. The result is large reductions in parasitic losses andsubstantial fuel economy improvements. However, the fuel economybenefits are often muted by:

-   -   Drivability issues—launch shudder, sustained creep, parking lot        maneuvers, rock cycling, clutch to clutch shifts, roll back    -   NVH Issues    -   Cost—Electro-mechanical systems (4 motors) just for shifting        function, expensive gears    -   Reliability/Durability—Complexity of systems like the MAM,        synchronizers, and friction materials.

U.S. Pat. No. 7,942,781 discloses a high-efficiency vehiculartransmission. The transmission includes a transmission housing, a set oftorque delivery elements which include first and second elementssupported for rotation within the housing and an electric motor forchanging angular velocity of at least one of the elements in response toan electrical signal during a shift to obtain a desired transmissionratio. At least one non-friction controllable coupling assembly has acoupling state for coupling the first element to either the secondelement or the housing and an uncoupling state for uncoupling the firstelement from either the second element or the housing, respectively. Theat least one coupling assembly is non-hydraulically controlled to changestate to maintain the desired transmission ratio.

A typical one-way clutch (OWC) consists of an inner ring, an outer ringand a locking device between the two rings. The one-way clutch isdesigned to lock in one direction and to allow free rotation in theother direction. Two types of one-way clutches often used in vehicular,automatic transmissions include:

-   -   Roller type which consists of spring loaded rollers between the        inner and outer race of the one-way clutch. (Roller type is also        used without springs on some applications); and    -   Sprag type which consists of asymmetrically shaped wedges        located between the inner and outer race of the one-way clutch.

The one-way clutches are typically used in the transmission to preventan interruption of drive torque (i.e., power flow) during certain gearshifts and to allow engine braking during coasting.

Controllable or selectable one-way clutches (i.e., OWCs) are a departurefrom traditional one-way clutch designs. Selectable OWCs add a secondset of locking members in combination with a slide plate. The additionalset of locking members plus the slide plate adds multiple functions tothe OWC. Depending on the needs of the design, controllable OWCs arecapable of producing a mechanical connection between rotating orstationary shafts in one or both directions. Also, depending on thedesign, OWCs are capable of overrunning in one or both directions. Acontrollable OWC contains an externally controlled selection or controlmechanism. Movement of this selection mechanism can be between two ormore positions which correspond to different operating modes.

U.S. Pat. No. 5,927,455 discloses a bi-directional overrunning pawl-typeclutch, U.S. Pat. No. 6,244,965 discloses a planar overrunning coupling,and U.S. Pat. No. 6,290,044 discloses a selectable one-way clutchassembly for use in an automatic transmission.

U.S. Pat. Nos. 7,258,214 and 7,344,010 disclose overrunning couplingassemblies, and U.S. Pat. No. 7,484,605 discloses an overrunning radialcoupling assembly or clutch.

A properly designed controllable OWC can have near-zero parasitic lossesin the “off” state. It can also be activated by electro-mechanics anddoes not have either the complexity or parasitic losses of a hydraulicpump and valves.

Other related U.S. patent publications include: 2011/0140451;2011/0215575; 2011/0233026; 2011/0177900; 2010/0044141; 2010/0071497;2010/0119389; 2010/0252384; 2009/0133981; 2009/0127059; 2009/0084653;2009/0194381; 2009/0142207; 2009/0255773; 2009/0098968; 2010/0230226;2010/0200358; 2009/0211863; 2009/0159391; 2009/0098970; 2008/0223681;2008/0110715; 2008/0169166; 2008/0169165; 2008/0185253; 2007/0278061;2007/0056825; 2006/0252589; 2006/0278487; 2006/0138777; 2006/0185957;2004/0110594; and the following U.S. Pat. Nos. 7,942,781; 7,806,795;7,695,387; 7,690,455; 7,491,151; 7,484,605; 7,464,801; 7,349,010;7,275,628; 7,256,510; 7,223,198; 7,198,587; 7,093,512; 6,953,409;6,846,257; 6,814,201; 6,503,167; 6,328,670; 6,692,405; 6,193,038;4,050,560; 4,340,133; 5,597,057; 5,918,715; 5,638,929; 5,342,258;5,362,293; 5,678,668; 5,070,978; 5,052,534; 5,387,854; 5,231,265;5,394,321; 5,206,573; 5,453,598; 5,642,009; 6,075,302; 6,065,576;6,982,502; 7,153,228; 5,846,257; 5,924,510; and 5,918,715.

A linear motor is an electric motor that has had its stator and rotor“unrolled” so that instead of producing a torque (rotation) it producesa linear force along its length. The most common mode of operation is asa Lorentz-type actuator, in which the applied force is linearlyproportional to the current and the magnetic field. U.S. publishedapplication 2003/0102196 discloses a bi-directional linear motor.

Linear stepper motors are used for positioning applications requiringrapid acceleration and high speed moves with low mass payloads.Mechanical simplicity and precise open look operation are additionalfeatures of stepper linear motor systems.

A linear stepper motor operates on the same electromagnetic principlesas a rotary stepper motor. The stationary part or platen is a passivetoothed steel bar extending over the desired length of travel. Permanentmagnets, electro-magnets with teeth, and bearings are incorporated intothe moving elements or forcer. The forcer moves bi-directionally alongthe platen, assuring discrete locations in response to the state of thecurrents in the field windings. In general, the motor is two-phase,however a larger number of phases can be employed.

The linear stepper motor is well known in the prior art and operatesupon established principles of magnetic theory. The stator or platencomponent of the linear stepper motor consists of an elongated,rectangular steel bar having a plurality of parallel teeth that extendsover the distance to be traversed and functions in the manner of a trackfor the so-called forcer component of the motor.

The platen is entirely passive during operation of the motor and allmagnets and electromagnets are incorporated into the forcer or armaturecomponent. The forcer moves bi-directionally along the platen assumingdiscrete locations in response to the state of the electrical current inits field windings.

Mechanical forces that are due to local or distant magnetic sources,i.e. electric currents and/or permanent magnet (PM) materials, can bedetermined by examination of the magnetic fields produced or “excited”by the magnetic sources. A magnetic field is a vector field indicatingat any point in space the magnitude and direction of the influentialcapability of the local or remote magnetic sources. The strength ormagnitude of the magnetic field at a point within any region of interestis dependent on the strength, the amount and the relative location ofthe exciting magnetic sources and the magnetic properties of the variousmediums between the locations of the exciting sources and the givenregion of interest. By magnetic properties one means materialcharacteristics that determine “how easy” it is to, or “how low” a levelof excitation is required to, “magnetize” a unit volume of the material,that is, to establish a certain level of magnetic field strength. Ingeneral, regions which contain iron material are much easier to“magnetize” in comparison to regions which contain air or plasticmaterial.

Magnetic fields can be represented or described as three dimensionallines of force, which are closed curves that traverse throughout regionsof space and within material structures. When magnetic “action”(production of measurable levels of mechanical force) takes place withina magnetic structure these lines of force are seen to couple or link themagnetic sources within the structure. Lines of magnetic force arecoupled/linked to a current source if they encircle all or a portion ofthe current path in the structure. Force lines are coupled/linked to aPM source if they traverse the PM material, generally in the directionor the anti-direction of the permanent magnetization. Individual linesof force or field lines, which do not cross one another, exhibit levelsof tensile stress at every point along the line extent, much like thetensile force in a stretched “rubber band,” stretched into the shape ofthe closed field line curve. This is the primary method of forceproduction across air gaps in a magnetic machine structure.

One can generally determine the direction of net force production inportions of a magnetic machine by examining plots of magnetic fieldlines within the structure. The more field lines (i.e. the morestretched rubber bands) in any one direction across an air gapseparating machine elements, the more “pulling” force between machineelements in that given direction.

Metal injection molding (MIM) is a metalworking process wherefinely-powdered metal is mixed with a measured amount of binder materialto comprise a ‘feedstock’ capable of being handled by plastic processingequipment through a process known as injection mold forming. The moldingprocess allows complex parts to be shaped in a single operation and inhigh volume. End products are commonly component items used in variousindustries and applications. The nature of MIM feedstock flow is definedby a physics called rheology. Current equipment capability requiresprocessing to stay limited to products that can be molded using typicalvolumes of 100 grams or less per “shot” into the mold. Rheology doesallow this “shot” to be distributed into multiple cavities, thusbecoming cost-effective for small, intricate, high-volume products whichwould otherwise be quite expensive to produce by alternate or classicmethods. The variety of metals capable of implementation within MIMfeedstock are referred to as powder metallurgy, and these contain thesame alloying constituents found in industry standards for common andexotic metal applications. Subsequent conditioning operations areperformed on the molded shape, where the binder material is removed andthe metal particles are coalesced into the desired state for the metalalloy.

A clevis fastener is a three-piece fastener system consisting of aclevis, clevis pin, and tang. The clevis is a U-shaped piece that hasholes at the end of the prongs to accept the clevis pin. The clevis pinis similar to a bolt, but is only partially threaded or unthreaded witha cross-hole for a cotter pin. The tang is the piece that fits betweenthe clevis and is held in place by the clevis pin. The combination of asimple clevis fitted with a pin is commonly called a shackle, although aclevis and pin is only one of the many forms a shackle may take.

Clevises are used in a wide variety of fasteners used in the farmingequipment, sailboat rigging, as well as the automotive, aircraft andconstruction industries. They are also widely used to attach controlsurfaces and other accessories to servos in model aircraft. As a part ofa fastener, a clevis provides a method of allowing rotation in some axeswhile restricting rotation in others.

For purposes of this application, the term “coupling” should beinterpreted to include clutches or brakes wherein one of the plates isdrivably connected to a torque delivery element of a transmission andthe other plate is drivably connected to another torque delivery elementor is anchored and held stationary with respect to a transmissionhousing. The terms “coupling,” “clutch” and “brake” may be usedinterchangeably.

SUMMARY OF EXAMPLE EMBODIMENTS

An object of at least one embodiment of the present invention is toprovide an electronic vehicular transmission which shifts quickly andquietly without the need for syncros, stepper motors, dog clutches,honed guide rods and cam drums of the prior art.

Another object of at least one embodiment of the present invention is toprovide an overrunning, non-friction coupling and control assembly foruse in the transmission and a switchable, linear actuator device for usein the assembly.

In carrying out the above objects and other objects of at least oneembodiment of the present invention, a switchable, linear actuatordevice to control the operating mode of at least one non-frictioncoupling assembly is provided. The device has a plurality of magneticsources which produce corresponding magnetic fields to create a nettranslational force. The device includes a stator structure including atleast one electromagnetic source to create an electronically-switchedmagnetic field and a translator structure including amagnetically-latching, permanent magnet source magnetically coupled tothe stator structure across a radial air gap and supported fortranslational movement relative to the stator structure along an axisbetween a plurality of predefined, discrete, axial positions whichcorrespond to different operating modes of each coupling assembly. Thetranslator structure translates along the axis between the differentpositions upon experiencing the net translational force comprising afirst translational force caused by energization of the at least oneelectromagnetic source and a magnetic latching force based upon linearposition of the permanent magnet source along the axis.

The structures may be substantially circularly symmetric. The permanentmagnet source may comprise an annular magnet. The annular magnet may bea rare earth magnet. The annular magnet may be axially magnetized.

The translator structure may include a pair of field redirection ringswherein the annular magnet is sandwiched between the field redirectionrings.

Each coupling assembly may be a clutch assembly.

Each electromagnetic source may include an annular slot and a coildisposed in the slot. Each slot opens to the radial air gap.

Further in carrying out the above objects and other objects of at leastone embodiment of the present invention, a reciprocatingelectromechanical apparatus for controlling the operating modes of apair of non-friction coupling assemblies is provided. The apparatusincludes first and second members including first and second faces,respectively, in close-spaced opposition with one another. The secondmember is mounted for rotation about an axis and for reciprocatingmovement along the axis. Magnetic circuit components including first andsecond magnetic sources are provided. The first magnetic source issupported by the first member at the first face in close-spacedopposition to the second magnetic source which is supported by thesecond member. The magnetic sources are separated by a radial air gap.The second magnetic source is a magnetically-latching, permanentmagnetic source having a permanent magnetic field and the first magneticsource is an electromagnetic source including a coil to create anelectronically-switched magnetic field. A first connecting structureextends from the second member to connect the second member to a firstlocking element and a second connecting structure extends from thesecond member to connect the second member to a second locking elementof a second coupling assembly to transfer the reciprocating movement tothe second locking element. Coil energization creates a temporarymagnetic field which causes the second member to reciprocate betweenfirst and second predefined, discrete positions along the axis. Thepermanent magnetic field cause the second member to maintain the firstand second positions without the need to maintain coil energizationthereby providing a magnetic latching effect.

The first face may be at least one recess in which the coil is located.Each recess may include an annular recess.

The permanent magnet source may be an annular magnet. Each of thecoupling assemblies may be a clutch assembly.

The connecting structures may include a pair of biased connecting rods.

Still further in carrying out the above objects and other objects of atleast one embodiment of the present invention, an overrunning,non-friction coupling and control assembly is provided. The assemblyincludes a first pair of coupling members supported for rotationrelative to one another about a common rotational axis and a firstlocking member for selectively mechanically coupling the first pair ofcoupling members together to prevent relative rotation of the first pairof coupling members with respect to each other in at least one directionabout the axis. The assembly also includes a second pair of couplingmembers supported for rotation relative to one another about the axisand a second locking member for selectively mechanically coupling thesecond pair of coupling members together to prevent relative rotation ofthe second pair of coupling members with respect to each other in atleast one direction about the axis. The assembly further includes astator subassembly having at least one coil to create anelectromagnetically switched magnetic field and to create a magneticflux when the at least one coil is energized. A magnetically-latchingactuator subassembly includes first and second bi-directionally movableconnecting structures. The first connecting structure is coupled to thefirst locking member and the second connecting structure is coupled tothe second locking member for selective, small-displacement lockingmember movement. The actuator subassembly further includes a magneticactuator coupled to the connecting structures and mounted for controlledreciprocating movement along the rotational axis relative to the firstand second pair of coupling members between a first extended positionwhich corresponds to a first mode of the first pair of coupling membersand second extended positions which corresponds to a second mode of thesecond pairs of coupling members. The first connecting structureactuates the first locking member and the second connecting structureactuates the second locking member in the extended positions,respectively, so that the first locking member couples the first pair ofcoupling members for rotation with each other in at least one directionabout the rotational axis and the second locking member couples thesecond pair of coupling members for rotation with each other in at leastone direction about the rotational axis. The magnetic actuator completesa path of the magnetic flux to magnetically latch in the first andsecond extended positions. A control force caused by the magnetic fluxis applied to linearly move the magnetic actuator between the first andsecond extended positions along the rotational axis.

The magnetic actuator may include a permanent magnet source.

The assembly may be an overrunning clutch and control assembly.

Yet still further in carrying out the objects and other objects of atleast one embodiment of the present invention, an electronic,high-efficiency, vehicular transmission is provided. The transmissionincludes first and second input shafts and a transmission output shaft.A first group of forward gears is supported on the first input forrotation therewith and a second group of forward gears is supported onthe second input shaft for rotation therewith. A third group of forwardgears which correspond to the first and second groups of forward gearsconnect with the output shaft. The transmission also includes anelectric motor having an output shaft connecting with the input shaftsfor changing angular velocity of the input shafts in response to anelectrical signal during a shift to obtain a desired transmission ratio.A non-friction, controllable, first coupling assembly has a firstcoupling state for coupling the electric motor to the first input shaftand a second coupling state for coupling the electric motor to thesecond input shaft. The first coupling assembly is non-hydraulicallycontrolled to change state. At least one non-friction, controllable,second coupling assembly is also provided. Each second coupling assemblyhas a first coupling state for coupling an input target gear on one ofthe input shafts to an output target gear on the transmission outputshaft and a second coupling state for uncoupling the target gears. Eachsecond coupling assembly is non-hydraulically controlled.

The motor may synchronize shifts between transmission ratios.

The transmission may have a creep mode wherein the motor provides torqueduring the creep mode.

The transmission may have a reverse mode wherein the motor providestorque in the reverse mode.

The transmission may have a launch mode wherein the motor providestorque in the launch mode.

The motor may be utilized in idle-off operations in response to acontrol signal.

The transmission may further include a non-friction, controllable, thirdcoupling assembly connecting with the transmission output shaft andhaving a first coupling state for allowing forward vehicular movementand a second coupling state for grounding reverse vehicular movement.

The motor may be utilized for regenerative braking in response to acontrol signal.

The motor may be utilized in a torque boost operation.

The transmission may be an electronically-controlled, dual clutchtransmission.

The transmission may further include a synchronizing shaft coupled tothe output shaft of the motor.

The transmission may further include a gear train coupling the outputshaft of the motor to the synchronizing shaft.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a prior art dual-clutch transmissionhaving a single output shaft;

FIG. 2 is a graph of percent torque transmitted versus time for atypical dual clutch transmission;

FIG. 3 is a schematic diagram, partially broken away, of a six-speedelectronic dual clutch transmission (EDCT) with a drawing ofcorresponding pitch line diameters;

FIG. 4 is an enlarged portion of the diagram of FIG. 3 showing aplurality of 2- and 3-position linear stepper motors that areindependent of each other and which connect with an output shaft of thetransmission;

FIG. 5 is an enlarged schematic diagram, partially broken away, of oneof the 3-position linear stepper motors and coupling assemblies of FIGS.3 and 4 and constructed in accordance with at least one embodiment ofthe present invention;

FIG. 6 is a schematic diagram of the stepper motor of FIG. 5magnetically latching two, 2-way controllable mechanical diodes (i.e.coupling assemblies);

FIG. 7 is a schematic diagram, partially broken away, which shows howpre-selected gears get synched prior to engaging a 2-way couplingassembly (i.e., mechanical diode);

FIG. 8 is a schematic diagram, partially broken away, which shows thepower or torque flows from a dual clutch module and an electric motor ofthe transmission for a 1-2 transmission shift;

FIG. 9 is a schematic diagram, partially broken away, which shows atorque flow from the electric motor for a creep mode of thetransmission;

FIG. 10 is a schematic diagram, partially broken away, which showstorque flows from the clutch module and the electric motor is a launchmode of the transmission with an internal combustion engine (ICE)starter option;

FIG. 11 is a schematic diagram, partially broken away, which showstorque flows from the clutch module and the electric motor in “idle off”and “hill hold”;

FIG. 12 is a top perspective view of a selectable solenoid insert (SSI)or electromechanical apparatus utilized in the “hill hold” mode with alocking member or strut in its extended coupling position;

FIG. 13 is a side perspective sectional view of the apparatus of FIG. 12with the locking strut in its retracted uncoupling position;

FIG. 14 is a schematic diagram, partially broken away, which showstorque flows from the clutch module and the electrical motor during ashift-assist option of the transmission;

FIG. 15 shows graphs of torque versus time for the 1,3,5 clutch, the2,4,6 clutch and the electrical motor (i.e. e-motor) when doing ashift-assist;

FIG. 16 is a schematic diagram, partially broken away, which showstorque flows from the clutch module and the electric motor duringe-motor boost and possible regenerative braking;

FIGS. 17a, 17b and 17c are schematic drawings with corresponding pitchline diameters showing different possible electric motor configurationsor packaging options for at least one embodiment of the transmission;and

FIG. 18 is a schematic diagram, partially broken away, of a rear wheeldrive (RWD) 10-speed transmission constructed in accordance with atleast one embodiment of the present invention and a drawing ofcorresponding pitch line diameters.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

FIG. 3 is a schematic diagram illustrating at least an embodiment of anelectronic dual clutch transmission (EDCT), generally indicated at 10,of the present invention. Other embodiments are generally indicated at10′, 10″ and 10′″ in FIGS. 17b, 17c and 18, respectively. Thetransmission 10 includes first and second input shafts 12 and 14,respectively, and a transmission output shaft 16. A first group 18 offorward gears (2^(nd), 4^(th) and 6^(th)) is supported on the firstinput shaft 12 for rotation therewith. A second group 20 of forwardgears (5^(th), 3^(rd) and 1^(st)) is supported on the second input shaft14 for rotation therewith.

A third group 22 of forward gears (FIG. 4) correspond to the first andsecond groups 18 and 20, respectively, of forward gears and connect withthe output shaft 16 through coupling assemblies, generally indicated at31 and 32. The third group 22 of gears are rotatably supported on theshaft 16 by bearings 33. The output shaft 16 is connected to adifferential first drive 23 (FIG. 3).

An electric motor 24 having an output shaft 26 connects with the inputshafts 12 and 14 via coupling assemblies, generally indicated at 30 and27 (FIGS. 7-11), for changing angular velocity of the input shafts 12and 14 in response to an electrical signal during a shift to obtain adesired transmission ratio.

The non-friction, controllable, first coupling assembly 30 has a firstcoupling state for coupling the electric motor 24 to the first inputshaft 12 and a second coupling state for coupling the electric motor 24to the second input shaft 14. A sync/reverse rod 25 supports a statorsubassembly 37 of the assembly 30 and a stator subassembly 39 of theassembly 27. The first coupling assembly 30 is non-hydraulicallycontrolled to change state. A part of each of the coupling assemblies 30and 27 is splined to the shaft 38 to rotate therewith.

The non-friction, controllable, second coupling assemblies 31 and 32each have a first coupling state for coupling an input target gear onone of the input shafts 12 or 14 to an output target gear on thetransmission output shaft 16 and a second coupling state for uncouplingthe target gears. A part of each second coupling assembly 32 is splinedto the output shaft 16 to rotate therewith. A stator subassembly 35 ofeach second coupling assembly 32 is supported on a 1-6 gear rod 33. Astator subassembly 29 of each second coupling assembly 31 is alsosupported on the rod 33. Each second coupling assembly 32 isnon-hydraulically controlled.

The motor 24 synchronizes shifts between transmission ratios describedwith reference to FIGS. 7 and 8.

The transmission 10 has a creep mode wherein the motor 24 providestorque during the creep mode as described with reference to FIG. 9.

The transmission 10 has a reverse mode wherein the motor 24 providestorque in the reverse mode as described with reference to FIG. 9.

The transmission 10 has a launch mode wherein the motor 24 providestorque in the launch mode as described with reference to FIG. 10.

The motor 24 is utilized in idle-off operations in response to a controlsignal as described with reference to FIG. 11.

The transmission 10 further includes a non-friction, controllable, thirdcoupling assembly (details in FIGS. 12 and 13), connecting with thetransmission output shaft 16 via a plate 112 mounted on the shaft 16 andhaving a first coupling state for allowing forward vehicular movementand a second coupling state for grounding reverse vehicular movement asdescribed with reference to FIG. 11.

The motor 24 may be utilized for regenerative braking in response to acontrol signal as described with reference to FIG. 16.

The motor 24 may be utilized in a torque boost operation as describedwith reference to FIG. 16.

The transmission 10 is preferably an electronically-controlled, dualclutch transmission including a dual clutch module 36 such as theLuk-Dry dual clutch module of FIGS. 8-11 and 14, 16 and 18. Thetransmission 10′ of FIG. 17b has such a clutch module 36′, thetransmission 10″ of FIG. 17c , has such a clutch module (not shown) andthe transmission 10′″ of FIG. 18 has such a clutch module 36′″.

The transmission 10, further includes the synchronizing shaft 38 coupledto the output shaft 26 of the motor 24 via a gear train 40 such as agear reduction train coupling the output shaft 26 of the motor 24 to thesynchronizing shaft 38 through a gear 41 mounted on the shaft 38.

Referring again to FIGS. 3, 4 and 7, the second coupling assemblies 32and the coupling assembly 30 typically each includes a 3-position linearstepper motor, generally indicated at 44, including the statorsubassemblies 35 and 37, respectively. The coupling assemblies 31 and 27each includes a 2-position linear stepper motor, generally indicated at42, including the stator assemblies 29 and 39 that are independent ofeach other allowing any shift from odd to even and vice-versa.

Referring to FIGS. 5 and 6, a preferred 3-position linear stepper motorassembly is generally indicated at 44 (a 2-position linear stepper motoris generally indicated at 10 in FIGS. 1 and 2 of U.S. provisional patentapplication No. 61/882,694 filed Sep. 26, 2013 which is herebyincorporated in its entirety herein). Each 2-position linear steppermotor 42 is substantially the same in structure and function as the3-position linear stepper motor 44. Consequently, only one of the motors44 is described in detail hereinbelow.

The 3-position linear stepper motor 44 forms a part of each overrunning,non-friction coupling or clutch and control assembly 32.

The assembly 32 includes a first pair of coupling members or plates 46and 48. The plate 46 is a pocket plate and the plate 48 is the powderedmetal gear 22 integrated with a notch plate 50 which has notches 53. Theplates 46 and 48 are supported for rotation relative to one anotherabout a common rotational axis 52 of the output shaft 16. The plate 48is supported on the shaft 16 by the bearing 33. A first locking memberor strut 54 selectively mechanically couples the first pair of plates 46and 48 together to prevent relative rotation of the first pair of plates46 and 48 with respect to each other in at least one direction about theaxis 52.

The assembly 32 also includes a second pair of coupling members orplates 60 and 62 supported for rotation relative to one another aboutthe common rotational axis 52 and a second locking member or strut 64(FIG. 6) for selectively mechanically coupling the second pair of plates60 and 62 together to prevent relative rotation of the second pair ofplates 60 and 62 with respect to each other in at least one directionabout the axis 52. The gear 22 is integrally formed with a plate 65 toform the plate 62 which has notches 68.

The stepper motor 44 includes the stator subassembly 35 including atleast one coil 66 (three shown) to create an electromagneticallyswitched magnetic field and to create a magnetic flux when the at leastone coil 66 is energized.

The stepper motor 44 further includes a magnetically-latching actuatorsubassembly, generally indicated at 70, including at least onebi-directionally movable connecting structure, such as spring-biasedrods, generally indicated at 72. Each rod 72 is coupled to one of thefirst and second locking members 54 or 64 at an end portion 73 thereoffor selective, small-displacement locking member movement. Inparticularly, each end portion 73 is pivotally connected to legs 75 ofits locking member or strut 54 or 64 by pins (not shown but shown in theabove mentioned provisional application).

The actuator subassembly 70 further includes a magnetic actuator,generally indicated at 76, coupled to the rods 72 and mounted forcontrolled reciprocating movement along the rotational axis 52 relativeto the first and second pairs of coupling members 46, 48, 60 and 62between a first extended position which corresponds to a first mode ofthe first pair of coupling members 46 and 48 and a second extendedposition which corresponds to a second mode of the second pair ofcoupling members 60 and 62. The first rod 72 actuates the first lockingmember 54 in its extended position, so that the first locking member 54couples the first pair of coupling members 46 and 48 for rotation witheach other in at least one direction about the rotational axis 52. Thesecond rod 72 actuates the second locking member 64 to couple the secondpair of coupling members 60 and 62 for rotation with each other in atleast one direction about the rotational axis 52. The magnetic actuator76 completes a path of the magnetic flux to magnetically latch in thefirst and second extended positions. A control force caused by themagnetic flux is applied to linearly move the magnetic actuator 76between the first and second extended positions along the rotationalaxis 52.

The magnetic actuator 76 preferably includes a permanent magnet source77 sandwiched between a pair of annular field redirection rings 78. Themagnetic source 77 is preferably an annular, rare earth magnet which isaxially magnetized.

In other words, the electromechanical apparatus or motor 44 controls theoperating mode of a pair of coupling apparatus, each of which has driveand driven members supported for rotation relative to one another aboutthe common rotational axis 52 of the output shaft 16. Each drive membermay be a pocket plate 46 or 60 and the driven member may be a notchplate 50 or 65. Each coupling apparatus or assembly may include twostruts 54 or 64 for selectively mechanically coupling the members ofeach coupling assembly together and change the operating mode of eachcoupling assembly. Preferably, the struts 54 and 64 are spaced at 90°and/or 180° intervals about the axis 52.

The apparatus or motor 44 includes the stator subassembly 35 which hasone or more (preferably three) electromagnetically inductive coils 66 tocreate a first magnetic flux when the coils 66 are energized.

The apparatus or motor 44 also includes the actuator subassembly 70adapted for coupling with the members or plates of both of the couplingapparatus to rotate therewith. The motor 44 is supported on the outputshaft 16 for rotation relative to the coils 66 about the rotational axis52. The motor 44 typically includes two or more bi-directionally movablerods 72. Each rod 72 has the free end 73 adapted for connection to astrut for selective, small-displacement, strut movement.

The motor 44 also includes the actuator 76 operatively connected to therods 72 for selective bi-directional shifting movement along therotational axis 52 between a first position of the actuator 76 whichcorresponds to a mode (i.e. 4^(th) gear) of the first coupling apparatus(plate 50 and plate 46) and a second position of the actuator 76 whichcorresponds to a mode (i.e. 2^(nd) gear) of the coupling apparatus(plate 60 and plate 65). The two rods 72 are spaced 180° apart from oneanother as shown in FIGS. 4 and 5. The different modes may be locked andunlocked (i.e. free wheeling) modes.

A first magnetic control force is applied to the actuator 76 when the atleast one coil 66 is energized to cause the actuator 76 to move betweenits first, second, and neutral positions along the axis 52 as shown inthe right hand side of FIG. 6.

The motor 44 includes a pair of spaced biasing spring members 80 foreach rod 72 for exerting corresponding biasing forces on the actuator 76in opposite directions along the axis 52 when the actuator 76 movesbetween its first, second and third positions along the axis 52. Theactuator 76 has a hole 82 for slideably receiving and retaining theconnecting rods 72. When the actuator 76 moves, it pushes/pulls itsrespective springs between its faces and the ends of its correspondingrods 72.

The motor 44 includes a hub 84 adapted for coupling with plates 46 and60 of the two coupling apparatus. The hub 84 is splined for rotationwith the shaft 16 about the rotational axis 52. The hub 84 slidablysupports the actuator 76 during corresponding shifting movement alongthe rotational axis 52.

The motor 44 includes of spaced stops, only one of which is shown at 86,supported on the hub 84 to define the first and second positions of theactuator 76.

The motor 44 also preferably includes a set of spaced guide pins (notshown) sandwiched between inner surface of the actuator 76 and an outersurface of the hub 84 and extending along the rotational axis 52. Theinner surfaces and the outer surface have V-shaped grooves or notches(not shown) formed therein to hold the guide pins. The actuator 76slides on the guide pins during shifting movement of the actuator 76along the rotational axis 52. The guide pins pilot the actuator 76 onthe hub 84. The hub 84 also distributes oil to the guide pins.

The stator subassembly 35 includes a ferromagnetic housing 88 havingspaced apart fingers 90 and the electromagnetically inductive coils 66housed between adjacent fingers 90.

The actuator 76 is an annular part having the magnetic annular ring 77sandwiched between the pair of ferromagnetic backing rings 78. Themagnetic control forces magnetically bias the fingers 90 and theircorresponding backing rings 78 into alignment upon coil energization.These forces latch the actuator 76 in the two “on” positions and the“off” position. The rings are acted upon by the stator subassembly 35 tomove the actuator 76.

A hollow cylindrical bushing (not shown) may slidably support each rod76 in its aperture 82 during bi-directional shifting movement thereof.

Referring again to FIG. 6, the 3-position linear stepper motor 44 isshown magnetically latching the 2-way clutch assemblies. In the upperportion of FIG. 6, the fourth gear is selected for rotation going to theright. In the lower portion of FIG. 6, the second gear is selected goingto the left. As shown in the saw-tooth graph in FIG. 6, the magneticlatch force is “off” in the center.

Referring to FIG. 7, there is illustrated how pre-selected gears getsynched prior to engaging their respective 2-way clutch assembly (i.e.mechanical diode (MD)).

The sync e-motor 24 (i.e. electric motor) can be connected in threeways:

-   -   to the 2,4,6 input shaft 12 (as shown by ellipse 92)    -   to the 1,3,5,R input shaft 14 (as shown by ellipse 94)    -   neutral—disconnected from both shafts 12 and 14

The e-motor 24 will spin up the inactive input shaft to match the speedthrough the oncoming pre-selected gear to the output shaft 16. Once thespeed is synced, the appropriate 3-position linear stepper motor 44 willturn on the 2-way MD (i.e., mechanical diode) to engage the pre-selectedgear with the output shaft 16.

Referring to FIG. 8, there is illustrated a 1-2 shift of thetransmission 10.

-   -   In first gear, start of 1-2 shift    -   2,4,6 syncro clutch 30 is turned on (as indicated by the dashed        circle) connecting the e-motor 24 to the 2,4,6 input shaft 12.    -   E-motor 24 spins up oncoming 2,4,6 shaft 12 and gear, syncing        the speed of the input shaft 12 to the output shaft 16 via        second gear ratio.    -   Second gear 2-way clutch is turned on (pre-selected) via        3-position linear stepper motor 44 locking the output gear to        the 2,4,6 shaft second gear.    -   E-motor 24 is turned off.    -   Dual clutch module 36 clutch-to-clutch shift is executed.

Referring to FIG. 9, there is illustrated a creep mode of thetransmission 10.

The dual clutch module 36 is completely off. The electric motor 24preferably has a couple of different overall ratios ranges, 50:1 to63:1. The latter requires the e-motor 24 to spin between 2400 to 2500RPM to achieve a vehicle speed of 3 mph. There is very fine control inthis mode to modulate the vehicle creep speeds.

For reverse, the e-motor 24 could be run in the reverse direction whilein first gear. The ICE (i.e., internal combustion engine) could berunning an upsized generator/alternator and run this in a serial hybridmode allowing rock cycling via the e-motor 24. There is also a reversegear for the ICE if not rock cycling.

Referring to FIG. 10, there is illustrated a launch mode of thetransmission 10 with an internal combustion engine (ICE) starter option.

-   -   The dual clutch module 36 is completely off. The electric motor        24 would drive the vehicle from zero to a speed just prior to        the 1-2 shift line.    -   At that point, the 1,3,5 clutch of the module 36 would apply        spinning up the ICE and starting it.    -   A torque hand-off would take place between the ICE and the        e-motor 24.    -   The e-motor 24 would disconnect from the 1,3,5,R input shaft 14        and connect to the 2,4,6 input shaft 12 to prepare to pre-select        second gear.

Referring to FIG. 11, there is illustrated an idle off and hill holdfeature.

-   -   When the vehicle coasts down the first gear and is below 3 mph,        a hill hold OWC solenoid, generally indicated at 115, comes on.        Details of the solenoid 115 are shown in FIGS. 12 and 13. The        hill hold OWC freewheels about the one or more axis 52.    -   When the vehicle is below mechanical ratio of first gear and/or        the brakes are applied, the clutches of the module 36 come off        and the ICE is shut down. Reverse direction is grounded (HH).    -   The e-motor 24 should already be connected to the 1,3,5 input        shaft 14 when a 2-1 was conducted. It is ready to creep or        launch. Some minimum torque should be applied if the brake is        not applied to creep.

Referring to FIGS. 12 and 13, there is generally illustrated an SSI(selectable solenoid insert) or the solenoid 115. The SSI 115 isdisclosed in U.S. provisional patent application No. 61/870,474 filedAug. 27, 2013 which is hereby incorporated in its entirety by referenceherein.

As disclosed in U.S. Ser. No. 61/870,434, a planar, controllablecoupling assembly is disclosed. The assembly includes a first couplingmember, the notch plate or member 112 (FIGS. 8-11), a second couplingmember (not shown) and the electromechanical apparatus 115. The couplingassembly may be a ratcheting, 1-way clutch assembly. The first member112 includes a coupling face 116 in closed-spaced opposition with anouter coupling face 114 of a housing part 113 of the solenoid 115 whenthe first and second members are assembled and held together by alocking or snap ring (not shown). The member 112 is mounted on theoutput shaft 16 for rotation about the common rotational axis 52.

The outer coupling face 114 of the housing part 113 has a single,T-shaped recess or pocket 122. The recess 122 defines a load-bearingfirst shoulder 124. The second coupling face 116 of the notch plate 112has a plurality of recesses or notches 123. Each notch of the notches123 defines a load-bearing second shoulder.

The electromechanical apparatus or solenoid 115 may include a lockingstrut or element, generally included at 126, disposed between thecoupling faces 114 and 116 of the housing part 113 and the member 112,respectively, when the member 112 is assembled with the member holdingthe apparatus 115.

The element 126 may comprise a metal locking element or strut movablebetween first and second positions. The first position is characterizedby abutting engagement of the locking element 126 with a load-bearingshoulder of the member 112 and the shoulder 124 of the pocket 122 (FIG.12) formed in an end wall 128 of the housing part 113. The secondposition is characterized by non-abutting engagement of the lockingelement 126 with a load-bearing shoulder of at least one of the member112 and the end wall 128 (FIG. 13).

Alternatively, the element 126 may be an impact energy storage elementor synthetic rubber strut, to dampen the rotation between the member 112and the member holding the apparatus 115.

The electromechanical apparatus 115 includes the housing part 113 whichhas a closed axial end including the end wall 128. The end wall 128 hasthe outer coupling face 114 with the single pocket 122 which defines theload-bearing shoulder 124 which is in communication with an inner face129 of the end wall 128. The housing part 113 may be a powdered metal oraluminum (MIM) part.

The apparatus 115 also includes an electromagnetic source, generallyindicated at 131, including at least one excitation coil 133 which is atleast partially surrounded by the housing part 115.

The element or strut 126 is received within the pocket 122 in aretracted, uncoupling position (FIG. 13). The strut 126 is movableoutwardly from the pocket 122 to an extended, coupling position (FIG.12) characterized by abutting engagement of the strut 126 with aload-bearing shoulder of the notch plate 112.

The apparatus 115 also includes a reciprocating armature, generallyindicated at 135, arranged concentrically relative to the at least oneexcitation coil 133 and is axially movable when the at least oneexcitation coil 133 is supplied with current. The armature 135 isconnected at its leading end 137 to the element 126 to move the element126 between its coupling and uncoupling positions.

When the element of the apparatus 115 is the rigid locking element 126,the element 126 controls the operating mode of the coupling assembly.When the element of the apparatus 115 is the previously described impactenergy storage element, the element absorbs and stores impact energy toreduce undesirable noise and contact stress caused by a transitionbetween operating modes of the coupling assembly.

Whether the element or strut is a locking element or an energy storageelement, the element is pivotally connected to the leading end 137 ofthe armature 135 wherein the armature 135 pivotally moves the elementwithin the pocket 122 in response to reciprocating movement of thearmature 135.

The apparatus 115 also preferably includes a return spring 141, upperand lower plates 145, a spring 144, and a hollow tube 143. The coil 133is wound about the tube 143 between the plates 145. The armature 135reciprocates within the hollow tube 143. The spring 141 and the tube 143return the armature 135 to its home position when the coil 133 isde-energized, thereby returning the element 126 to its uncouplingposition. In other words, at least one return biasing member in the formof the return spring 141 urges the armature 135 through the plate 145 toa return position which corresponds to the uncoupling position of theelement 126. The spring 144 biases the armature 135 towards the couplingposition.

The housing may also include a stamped metal cup which preferably hasholes to allow oil to circulate within the housing. Preferably, the atleast one coil 133, the housing part 113, the cup and the armature 135comprise a low profile solenoid. The locking element 126 may be a metalinjection molded (i.e. MIM) strut.

When the storage element is a synthetic rubber strut, it may include arigid insert and an elastomeric outer covering layer, bonded to theinsert. The outer covering layer may be molded over the insert in athermoset injection molding process. The storage element may carry hightemperature-resistant elastomeric material defining opposite endsections of the storage element. One of the end sections is configuredto deflect upon abutting engagement with the shoulder 124 and the otherend section deflects upon engagement with a shoulder of the notch plate112.

The housing part 115 has an apertured attachment flange 149 or possiblytwo apertured attachment flanges to attach the apparatus 115 to thecoupling member (not shown) of the coupling assembly.

The element 126 includes at least one and, preferably, two projectingleg portions 151 which provide an attachment location for the leadingend 137 of the armature 135. Each leg portion 151 has an aperture (notshown). The apparatus 115 further comprises a pivot pin 155 receivedwithin each aperture to allow rotational movement of the element 126 inresponse to reciprocating movement of the armature 135 wherein theleading end 137 of the armature 135 is connected to the element 126 viathe pivot pin 155.

Preferably, each aperture is an oblong aperture which receives the pivotpin 155 to allow both rotation and translational movement of the element126 in response to reciprocating movement of the armature 135.

Each locking strut 126 may comprise any suitable rigid material such asmetal, (i.e. steel). In accordance with at least one embodiment of theinvention, each storage strut may comprise any suitable base polymerthat displays rubber-like elasticity, such as an unsaturated orsaturated rubber material including, but not limited to, a nitrilerubber such as a hydrogenated nitrile butadiene rubber (HNBR). Thestorage struts are configured to dampen rotation and, consequently,engagement noise of the clutch assembly. For example, a portion orportions of each storage strut such as the end portion and/or middleportions of each storage strut may comprise one or more elastomericmaterials, and the remainder of each storage strut may comprise a metal,such as the metal steel insert.

Generally, each of the storage elements carries resilient materialdefining the opposite end sections of the storage element. Each storageelement is movable between coupling and uncoupling positions between themember 112 and the end wall 128 of the housing part 113. The couplingposition is characterized by abutting engagement of the opposite endsections with respective shoulders of the member 112 and the end wall128. The uncoupling position is characterized by non-abutting engagementof one of its end sections with at least one of the members 112 and theend wall 128. Each end section is configured to deflect or compress uponabutting engagement with respective shoulders of the member 112 and theend wall 128.

Referring to FIG. 14, there is illustrated a shift-assist option of thetransmission 10.

-   -   In first gear, start of 1-2 shift    -   2,4,6 syncro clutch of clutch module 36 is turned on connecting        e-motor 24 to 2,4,6 input shaft 12.    -   E-motor 24 spins up oncoming 2,4,6 shaft 12 and gear, syncing        the speed of the input shaft 12 to the output shaft 16 via        second gear ratio.    -   Second gear 2-way clutch 32 is turned on via its 3-position        linear stepper motor 44 locking the output gear to the 2,4,6        shaft 12 second gear.    -   E-motor 24 starts to drive the vehicle, ICE starts to wane.    -   The 1,3,5 clutch of the module 36 turns off as the e-motor 24        takes over driving the vehicle    -   The ICE then speed matches the 2,4,6 input shaft 12 and the        2,4,6 clutch of the module 36 applies and a power hand-off        occurs with the e-motor 24 and ICE.

Referring to FIG. 15 there are illustrated graphs of percent torqueversus time by the 1,3,5 clutch of the module 36, the 2,4,6 clutch ofthe module 36 and the e-motor 24 during the shift-assist option. Theleft-most arrow indicates torque blending. The e-motor 24 comes on, theICE wanes. The right-most arrow indicates the 2,4,6 clutch of the module36 applies with near zero shift energy, basically it just clamps andthen the torque hand-off occurs.

The theory is to eliminate shift energy in the dry clutches of themodule 36 and to improve shift quality. Instead of doing aclutch-to-clutch shift, two, e-motor-to-clutch shifts are done withouttorque interruption. Controlling the e-motor 24 is much easier thancontrolling a friction clutch. These assisted shifts if used would mostlikely be limited to the larger step shifts, i.e. the 1-2 and 2-3.

Referring to FIG. 16, there is illustrated e-motor boost, fill-inperformance holes (parallel operation) and regenerative braking via thepower or torque flow lines.

In this case, the vehicle is in third gear. For example, a one liter ICEin one car model has complaints in performance at engine speeds below2000+ RPM. Also, there are complaints about the amount of time it takesto downshift the transmission to get the wanted torque increase. With anEDCT of at least one embodiment of the present invention, gear state canbe maintained and the e-motor 24 can be turned on for instant torqueboost.

In addition, with the e-motor 24 having a direct path to the output,regenerative braking is also possible.

Referring to FIGS. 17a, 17b and 17c , there are illustrated differentconfigurations for the electrical motor (e-motor) at 24, 24′ and 24″,respectively. The e-motors 24, 24′ and 24″ can have one or two or nogear reductions to the sync shaft 38, 38′ or 38″, respectively. Thereare many packaging options.

-   -   The drop from the selected input shaft to the differential 23,        23′ or 23″ matches the powershift drop.    -   The center distance from the input to the differential 23, 23′        or 23″ centerline matches.    -   The six gear ratios are identical to the powershift ratios. The        rough concept drawings on the right parts of FIGS. 17a, 17b and        17c are to scale and show pitch line diameters.

Referring to FIG. 18, there is illustrated a rear wheel drive (RWD)10-speed transmission 10′″ of at least one embodiment of the presentinvention.

In an EV/Switch Hybrid Reverse Option of the transmission 10 (FIG. 3),by using the electric motor 24 exclusively for rev (first gear withe-motor 24 spinning backwards), then the two gears, 2-position linearmotor 42, reverse 2-way clutch can all be eliminated. Rock cycling powerfor the e-motor 24 can be from two sources:

1) The battery (not shown) of the vehicle; and

2) ICE with upsized alternator/generator.

The latter option works like a serial hybrid. The ICE is disconnectedfrom the wheels via the transmission 10 and just runs analternator/generator that powers the e-motor 42. This option results ina shorter stack (shorter shafts, smaller case).

The advantages of at least one embodiment of the present invention arenumerous and include:

-   -   Added Modes:

Creep Mode shudder/NVH and over-heating friction clutch eliminated,easier to park Electric Launch shudder/NVH fix, fuel economy,performance Idle Off Fuel economy, NVH Coast Of Fuel economy Hill HoldLess complexity, saves clutches/brakes Engine Starter cost, eliminatesstarter and flexes sync E-motor Shift Assist Durability, shift qualityPerformance Boost Less downshifting, fixes torque hole in ICE EV/SerialHybrid Rev Allows for rock cycling, eliminates hardware

-   -   Eliminated complex electro-mechanical systems:

Replaced with simpler electro-mechanical system cost More reliable solidstate solution -vs- mechanical reliability Easier to manufacture andassemble, less complex cost

-   -   Fuel Economy:    -   The purpose of a DCT is to get manual transmission type        efficiencies with automatic shifting. The EDCT does that and        much more. Idle off, electric launch, hill hold, boost, and        electric creep all are more efficient over a conventional DCT.    -   Mild Hybrid:    -   Applicable to RWD as well and capable of more ratios (7 speed, 9        speed, 10 speed)    -   Cost:        -   A lot of expensive hardware is eliminated but there are some            add-on costs such as sync motor, more battery capacity,            upsized alternator, and all the linear stepper motors and            associated hardware        -   Pre-selected gears times are much faster        -   More flexible shifting sequence—any odd to any even gear and            vice-versa (1-4, 1-6, 2-5, 3-6, 4-1, 5-2, 6-3, 6-1)        -   More durable, reliable, no more stepper motors getting            “lost”, no binding of shift forks, no friction material            (syncros) to wear out, much more direct actuation of gear            clutches        -   A big advantage is that the majority of the TGWs complaints            from customers are eliminated            -   No more roll back on hill            -   Precise control in creep mode (linear pedal), easier to                park, no more shudder or lurches            -   Poor acceleration off the line—electric launch has                instant and high torque on demand            -   Shudder and launch NVH issues (jerking, grinding)            -   Shift flare/shift bump            -   Durability and reliability issues

The following are parts eliminated by using at least one embodiment ofthe present invention:

Synchronizers (cone clutches)

-   -   All associated parts like the block, ball detent, spring

2 stepper motors (MAM)

-   -   Gear train (3 reductions×2)    -   Drums×2    -   Shift rods, forks, linkages to drum    -   Dog clutches

One output shaft (instead of two)

Complexity of gears significantly reduced and less wide

Engine starter system

Also, there are multiple model options based on e-motor sizing andfunction:

Option I—Base: smallest e-motor with a 50 to 63:1 ratio (power shiftreplacement option)

Used for synchronizing the pre-selected gears

Creep mode (forward and reverse)

Hill hold

Option II—Premium: small to medium sized e-motor (significantimprovement in final economy and function over base option)

Option I+

Idle off

Electric launch

ICE starter—eliminate ICE starter, cost/weight savings

All electric reverse—cost savings and enables rock cycling

More battery capacity/upsized alternator

Option III—Ultimate: medium+ sized motor (20-30 Kw), mild hybrid (withperformance and shift quality enhancements)

Option II+

Electric boost (parallel operation, torque on demand)

Shift assist

Regen (this could be an option II function as well)

More battery capacity/upsized alternator

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the invention. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention.

What is claimed is:
 1. An electronic, high-efficiency, vehiculartransmission comprising: first and second input shafts and atransmission output shaft; a first group of forward gears supported onthe first input shaft for rotation therewith; a second group of forwardgears supported on the second input shaft for rotation therewith; athird group of forward gears which correspond to the first and secondgroups of forward gears and which connect with the output shaft; anelectric motor having an output shaft connecting with the input shaftsfor changing angular velocity of the input shafts in response to anelectrical signal during a shift to obtain a desired transmission ratio;a non-friction, controllable, first coupling assembly having a firstcoupling state for coupling the electric motor to the first input shaftand a second coupling state for coupling the electric motor to thesecond input shaft, the first coupling assembly being non-hydraulicallycontrolled to change state; and at least one non-friction, controllable,second coupling assembly, each second coupling assembly having a firstcoupling state for coupling an input target gear on one of the inputshafts to an output target gear on the transmission output shaft and asecond coupling state for uncoupling the target gears, each secondcoupling assembly being non-hydraulically controlled.
 2. Thetransmission as claimed in claim 1, wherein the motor synchronizesshifts between transmission ratios.
 3. The transmission as claimed inclaim 1, wherein the transmission has a creep mode and wherein the motorprovides torque during the creep mode.
 4. The transmission as claimed inclaim 1, wherein the transmission has a reverse mode and wherein themotor provides torque in the reverse mode.
 5. The transmission asclaimed in claim 1, wherein the transmission has a launch mode andwherein the motor provides torque in the launch mode.
 6. Thetransmission as claimed in claim 1, wherein the motor is utilized inidle-off operations in response to a control signal.
 7. The transmissionas claimed in claim 1, further comprising a non-friction, controllable,third coupling assembly connecting with the transmission output shaftand having a first coupling state for allowing forward vehicularmovement and a second coupling state for grounding reverse vehicularmovement.
 8. The transmission claimed in claim 1, wherein the motor isutilized for regenerative braking in response to a control signal. 9.The transmission as claimed in claim 1, wherein the motor is utilized ina torque boost operation.
 10. The transmission as claimed in claim 1,wherein the transmission is an electronically-controlled, dual clutchtransmission.
 11. The transmission as claimed in claim 1, furthercomprising a synchronizing shaft coupled to the output shaft of themotor.
 12. The transmission as claimed in claim 11, further comprising agear train coupling the output shaft of the motor to the synchronizingshaft.